Governor mechanism.



F. W. SEVERIN.

GOVERNOR MEGHANISM. APPLIGATION FILED `1\/IAR.2,19114 Patented Oct. 7, 1913.

2 SHEETS-SHEET ly P. W; sEVBRN. GOVERNOR ISIIIGHANISM-I .a I I n APPLICATION FILED MAR. 2, 1911. 1,074,652. y Patented oet. 7, 1913.

2v SHEETS-SHEET 2.

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. notarieel y FTTE strana* onirica.

FRANK W. SEVERIN, OF CHICAGO, ILLNOIS, ASSIGNOR T0 VENN-SEVEBIN MGHINE C0., OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

Govnnnon nncnamsn.

Specification o f Letters Patent.

Patented @et $1913..

applieation ined. March e, .1911. serial No. 611,930.

To all whom t may concern Be it known that I, FRANK l/V. SEVERIN, aresident of Chicago, in the'county of Cook and State of Illinois, have invented certain 'new and useful Improvements in Governor 'with the speed of the engine. In governors Vof this type, it is desirable to avoid, so far as possible, wear and friction of the governor-'parts and connections between the governor and the pump, so that vari-ation of the fuel-supply will not occur as a. result of wear of the connections and frictionally engaging parts.

One object of the invention is to provide governor-mechanism of simple construction, whereby the liquid-fuel supply will be regulated according to the speed of the engine, the parts being organized to reduce wear and friction, so far as possible. I

Another (`\ject of the invention is to provide improved means for adjusting the operation of the pump or pumps by t-he governor-operated mechanism, so that the amount of fuel supplied may be regulated to a nicety in accordance with the operation of the governor.

The invention consists in the several novel features hereinafter set forth and more particularly defined byclaims at'the conclusion hereof.

In the drawings: Figure l is a front elevation of an internal-combustion engine embodying the invention. Fig. 2 is a side elevation, the fly-wheel and the governor being shown in section. view of the governor. Fig. 4 is a section taken on line 4&4 of Fig. 3. Fig. 5 is a view partly in section, and partly in elevation, of one of the liquid fuel-pumps operated by the governo-r and its connections.

The improved governor mechanism for regulating the amount of liquid-fuel sup-4 plied to the cylinders is illustrated as ap- Fig. 3 is a detail face thereto, as well understood in the art, so that the fly-wheel will be driven by the operation ofpistons in the cylinder e. A suitable ignition head is secured to the upper end of each cylinder and an inspirator g of suitable construction is connected to the ignition-head, to deliver. liquid-fuel, such as hydrocarbon oil, into the cylinders.l This liquid-fuel is forced to the inspirators, through pipes 75k respectively connected to pumps t'l, kllto which liquid-fuel is conducted by supply-pipe icm and branches it?. In the operation of these internal-combustion engines, the quantity of liquid-fuel supplied to the cylinders should vary according to the speed of the engine, which is determined by the load imposed upon it and for that purpose the pumps 7cm, ku are controlled by governor-mechanism, as hereinafter set forth, whereby the pump-stroke is varied according to the quantity of liquidfuel to be forced to the inspirators.

Each pump comprises a cylinder 10 which is secured by a. nut l2, to a supportingbraclret 1l which is secured to the enginebase a. A piston 13 slides in each cylinder 10 and a packing-box 14 is provided to prevent leakage of oil between the piston and the cylinder. Each piston is operated in one direction, by a spring 2? which engages a collar Q4 on the piston, and the normal position into which the piston isl operated by the spring is determined by'an adjustable-stop which comprises a screw-threaded plug 19 having a stem 18 extendinginto a recess 17 in the piston-end, to guide the outer end of the piston. Said plug t9 is held in assigned position by a clamp` i2() which is connected by bolts 25 to the braiflaet 1l. The stop comprises a head 2l., whereby it may be turned and a washer 2:2 of slighi ly yielding material, such rubber or leathlir. to cushion the piston. Check-valves l5 :md 16 control the ingress and egress of the oil to and from the pump cylinder, respectively; so that when the pistonis operated in the cylinder, liquid will be forced through the pipesA h, it by the pumps respectively. and by variation of the pump-stroke, the quantity of oil forced to the ignition-chainbers of the engine-cylinders, will be varied. The adjustable stops for the pistons provide con- `tenient means for adjusting the normalposition of the piston for the purpose of compensating for any wear in the operation of the governor-mechanism by which the pistons are operated.

The governor-mechanism cmnprises a lcver Zz, which is pivoted to one of the flywheels c by a bolt le', the latterl serving as a tulcrum which has a fixed relation to', and is disposed eccentrically with respect to, the axis et the engine-shaft and the ily-Wheel. r`he lever is weighted at one end, as at Zig, and is provided, adjacent one of its ends, ..vith adjustable stop-screws 27 and QS at opposite sides thereof, which are adapted to engage abutments 2.() and 30 on the tlywheel respectively to limit the movement et the lever about its 'tulcruur A spring 31 is connected to the lever, as at 82, and 1s adjustably connected to the ilywheel, as at 33, to hold the lever normally in one ot' its alternative positions, determined by engagement of stop-screw 27 with abutment 2t) ou the fly-wheel. This spring also permits the lever to swing about its pivot, when inertia causes the lever to lag' with respect to the tly-wheeland to restore the lever, as the speed of the fly-wheel decreases. A friction-device 34, consisting of a piece of leather or' similar material, is mounted at one end of lever Z; and is adapted to rub against or engage a surface 35 on the flywheel to retard the movement of the lever relatively to the ily-wheel. A circular flange Z integrally Jformed on lever Z: is eccentrically disposed with respect to thelever ulerum Z':, and said i'lange forms an eccentric, the center ot which swings in an arc from lever-tulcrum Ze. The shaft Z extends through said eccentric-llange and as the cent-er of the eccentric recedcs from and approaches the of said shaft its eccentricity relatively tothe shaft is correspondingly varied to variahlv operate the mechanism. for operating the fuel-pumps. It will be observed that this construction avoids the necessity ot slidably engaging elements between the engine-shaft or the fly-Wheel and the lever, for causing variation of the operation of the eccentric; and that the stop-screws and eccentric are disposed on the lever which can be conveniently machined or formed while no machine work is necessary on the fly-wheel, which is more di'tcult to handle.

The mechanism for operating the pump Ztl" comprises a lever m, which is pivotally sustained by a bolt m secured in a bracket m2 which is secured to one of the crankcases Z). Lever m has journaled thereon, a

"friction-roller m3 and its lower end is forked and extended, as at m", to engage collar Q-'t on the piston 1.3 of pump Zvw. rlhe other pump Zr is operated by a similar lever m oppositcly disposed with respect to the operating lever for pump ZN" and has a frictionroller m, which is engaged by the opposite side of thel cam Z. A spring m5 is connected to levers m and holds their friction-rollers i path of eccentric Z, to render the pumps in- 130 in engagement with the cam Z. When the engine is operating at 10W speed, or insufficient speed to affect the governor, eccentric Z will be disposed from maximum eccentricity and at such time a comparatively long stroke will be imparted to the pump-pistons 13, to inject a large quantity of liquid-fuel into theengine cylinders. The lag on lever Z': will be greater when the engine is traveling at high speed eausingit to overcome the resistance of spring 31 and friction-device 3ft, to shift theylcver and eccentric, so it will be less eccentric to the axis of the flywheel or crank-shaft and will correspondingly shorten the stroke of lever m, so that the stroke of piston 13 will loe relatively decreased. The lever-stroke is normally greater than the piston-stroke, so that there will be lost-motion between the levers and the pistons and this lost-motion connection causes the levers to tap and quickly operate the pump-pistons to force oil through the pipes Zt, Zi to the cylinders, in proportion to the load imposed upon the engine. By

'adjustment ot stops ll), the normal position ot pistons .13 in cylinders 1.0 and the positions of collars 24 relatively to the stroke ot' the levers m, may be varied Without adjustment' of ,the governor-mechanism and this feature is of advantage, because adjustment to a nicely may be established Without disturbing the governor-mechanism, and in this manner any slight Wear in the governor connections may be compensated. By ad-v justing stop-screws 27 and 29, the play of lever Z.: and the eccentric of cam m, maybe varied.

ln starting the engine, it is necessary to operate the pumps manually and for this purpose an arm n is pivotally connected to the pivot m of one of the levers fm, and this arm is provided with an abutment n for engaging an abutment on 'said lever wh ich will operate the latter to operate the piston 13 to which it is applied. Abellcrank lever 0 is pivot'ed to the pivot m of the other lever m, and lever 0 and arm n are provided with meshing teeth 0 lor causing said lever' and arm n to be rocked together, to cause both of the levers mv to be operated, lever 0 being also provided with an abutment 02 for engaging its associated lever m and with a handle o3 and a locking-lever o4, whereby the lever o and arm n may be locked in their normal position, while the governor-mechanism is operative. Lever oA1 may be of any Well known construction, being pivoted to lever o between its ends and provided with a stud or pin at its lower end which is adapted to pass through a hole in ,lever o and into holes in the bracket m2 as indicated in Figs. l and 2. Provision is also made for locking lever '0 in position to hold lever m out of the I claim as new and desire to A trical with respect'to the other end to one of the operative by the eccentric, and` when ,thus

locked thel supply of fuel to the engine cylinders Will cease andthe engine Will stop.

The invention is not toA be understood as 5 restricted to the details shown and described,

smce these may be modified Within the scope of the appended claims, from the spirit and scope of the invention.

Having thus described the invention, what secure by Letters Patent, is:

l. In an internal combustion engine, the combination of a shaft, a'iiy-Wheel on said shaft, a lever pivoted to the iiy-Wheel eccenaxis of the shaft and in close proximity tothe axis, the lever comprising oppositely extending arms, an eccentric on said lever, a springhaving one of its ends. connected to the fly-Wheel and its arms of said lever, a fuel pump, and means operated by`the eccentric for operating the pump. 2. In an internal combustion engine, the combination of a shaft, any-Wheel on said shaft, aflever movably connected to said fly- Wheel and rotated thereby, abutmentsy on the `ly-wheel, adjustable stops on the lever for engaging said abutments to limit the movement of the lever, an eccentric operated by said lever, a fuel-pump, and connections forfoperati'ng the pump by the eccentric. A

3. In an internal combustion engine, the

combination of a shaft, a iiy-Wheel on said shaft, a lever pivotally and eccentrically connected to said fly-Wheel and rotated thereby,

an abutment on the flywheel, adjustable stops on the lever fer engaging said abutment to limit the pivotal movement of the' lever, a fuel pump,- pump-operating means 4o -on the lever.and connections for operating the pump by the pumpsoperating means on the lever. j

4. In an internal combustion engine, the combination of a shaft, a lever mounted to 15 be rotated by the shaft and 'eccentrically' pivoted with' respect to the axis of the shaft,-

an eccentric on the lever, a fuel pump comprising a piston, and mechanlsm for operating the the piston and an adjustable stop for varying the stroke of the piston.

5. In an internal combustion engine, the

Without departing respectively, and

'pump by the` eccentric comprising a lever having a lost-motion connection with j Witnesses:

combination of a shaft, a lever mounted to be rotated by and eccentrcally pivoted with spring for operating the piston in one direc tion, and an adjustable stop for varying the stroke of the piston.

6. In an. internal combustion engine, the

combination of a shaft, a lever mounted to be rotated by and eccentrically pivoted with respect to the shaft, pump-operating means on the lever, a fuel pump and mechanism for operating the pump by means of the lever, comprising a piston having a lost-motion connection with said lever, a guide eX- tending into the end of said piston, and a stop for limiting the movement of the piston in one direction provided With a screw for adjusting the stop.

In an internal combustion engine, the combination of a shaft, pumps for supplying fuel to the engine, a lever mounted to be rotated by the shaft and eccentricall pivoted With respect to the axis of the siiaft, an eccentric on said lever, levers disposed at opposite sides of the eccentric respectively, for operating4 the pumps, said levers havinga' lost-motion connection with the pumps, each pump comprising a piston operated by one of the latter levers, a stop for limiting the movement of each piston in one direction, means for adjusting the stops to vary the stroke of the pistons.-

8. In an internal combustion engine, the combination of a shaft, a lever mounted to be rotated by the shaft, aneccentric operated by said lever, a fuel-pump, mechanism for operating the pump by the eccentric comprising a lever, the pump comprising a piston operated by the latter lever, a guide extending into the end of the piston, a stop for limiting the movement of the piston in one direction, a screw-threaded-means for adjusting the stop, and clamp for securing the stop in assigned position.

FRANK W. SEVERIN.

FRED GERLACH, TILDEN C. PETERSEN. 

